Starting mechanism for oil or gasolene engines.



No. 735,256. PATENTED AUG. 4, 190B.

F. 0. Emma. STARTING MEcHAJmn/L Em 01L 0R GASOLENE ENGINES.

AEE IQQJJL'JJJ QMS EI'LED FEB. 28, 1902.

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PATENTED AUG. 4, 1903.

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STARTING MECHANISM FOR OIL 0R GASOLENE ENGINES N0 MODEL.

APPLIOATI'0N FILED FEB. 28, 1902.

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- NITED STATES Patented August 4, 19031 PATENT OFFICE.

FEODOR G. IIIRSCH, OF NEW YORK, N. Y., ASSIGNOR TO ABBOT AUGUSTUS LOW, OF HORSESHOE, NEW YORK.

STARTINGMECHANI SM OIL OR GASOLENE ENGINES.

SPECIFICATION forming part of Letters Patent N 0. 735,256, dated August 4, 1903.

I Application filed February 28, 1902. Serial No. 96 ,033. (No model.) I

To allwho m it may concern Be it known that I, FEODOR-C. .HIRsc a citizen of the UnitcdStates, residing in the city, county, and State of New York, have in- 5 vented certain new and useful Improvements I in Starting Mechanism for Oil or Gas Engines, of which the following is a specification sufficient to enable others skilled in the art to which the invention appertains to make and use the same.

The object of invention is to afiord sim pic but convenient and effective means for starting a gas, oil, or other explosive engine in which one or more preliminary cycles or I 5 rotations are necessary in order to attain the momentum and speed essential to the auto .matic operation of the engine. ThisIaccomplish by the use of compressed air controlled by mechanism embodying my invention and hlolreinafter described and claimed specific,- a y In the accompanying drawings, Figure 1 is a sectional elevation illustrating the practical application of my invention to a sin gle-cylinder engine. Fig. 2 is a sectional elevation through the starting-valve and operative connections, the valve being open; Fig. 3, a similar view showing the starting-valve closed. Fig. 4 is a section upon plane of line 4 4, Fig. 2; Fig. 5, a sectional elevation upon plane of line 5 5, Fig. 2; Fig. 6,asectional elevation upon plane of line 6 6, Fig. 2.

A represents a compresed-air tankor reservoir provided with a hand-pump 0t and check-valve to for use in effecting an initial charge of compressed air or when the ordi-.

nary method of charging the tank by means of the engine, as hereinafter set forth, is neg lected oroverlooked. The tank A is also provided with a'pressure-gage a The starting-valveVis connected with the tank A by means of a pipe a in which is interposed a stop-cock a 7 The starting-valve V consists of the casing 4), formed with a conical seat 11 and port 12 the latter being conn ected by a pipe 0 with the upper end of the'engine-cylinder C. A check-valve c is interposedin the pipe 0. The casing o is closed by a screw-plug 12 with 5 which the pipe a connects, said plug 0 being formed with an opening '0 communicating with theinterior of the hollow valve-cone 12 medium of spiral gears cl and e by the engine cam-shaft E, so that the said valve-driving shaft D rotates continuously in the direction of the arrows, Fig. 2.

The end of the valve-driving shaft D opposed to the valve-cone stem 22 is also formed with a spline (1, corresponding in size to the spline h on the said stem.

A sleeve S is movable longitudinally ineither direction upon the valve-driving shaft D, being formed with a groove (1 for engagement with the splines 01 and h. The periphery of this traveling sleeve S is formedwith a screwthread 8. The sleeve is in permanent engagement with the spline d on the valve-driving shaft D and constantly rotates continuously therewith.

Mounted in a stationary arm or bracket B on the framework is a retractable tracer or impulse-regulator T, consisting of a rod 1, the lower end of which is formed with a stud r for engagement with the screw-thread 8-. upon the sleeve S, the rod 1' being pressed downward by a spring r in the bracket B, acting against the shoulder r on the rod, which may be raised against the. action of the spring by a handle 4 and held so that its stud 1" is out of engagement with. the screwthread son the sleeve S by means of a pin r adapted to engage with thetopof the stop-cocks g and a in the pipes G and a being closed, the fiy-wheel is set to the startingmark m, in which position the crank is a little beyond the dead-center, with the piston 1? near the top of the cylinder 0. By means of the hand-wheel h the valve-cone v and its stem are now turned to bring the port o into coincidence with the port '0 in which position the spline h is also uppermost, as seen in Fig.2, and in line with the spline d and slot in the sleeve S, so that the latter (when the rod r is raised) can readily be slid forward over the end of the stem o and its spline h, as shown, and the rod 1' lowered, so as to bring its stud r into engagement with the screw 8. Since each convolution of the latter represents a rotation of the valved rivin'g shaft D, it is obvious that by moving the sleeve forward one, two, three, or more convolutions and bringing the stud r into engagement with the screw at such desired point the prescribed number of rotations may be imparted to the valve-cone v and its stem 0 owing to the fact that the sleeve S couples the said stem 0 to the valve-driving'shaft D and maintains the connection until the sleeve S by reason of the engagement of the stud r with the screw .9 is driven back sufficiently to release itself from the stud r and from the spline h, as shown in Fig. 3, when the rotation of the valve-cone 11 will cease.

.It is to be understood that prior to the V above action the stop-cock 01/ has been opened,

so as to admit compressed-air to the space 11 in the valve-casing, and hence each rotation of the valve-cone '0 has resulted in an impulse exerted against the piston P to start the engine and enable it to attain the momentum requisite to maintain automatic action under the explosions of hydrocarbon-vapor in the usual and well-known way. When this is accomplished, the stop-cock at is closed.

In order to recharge the tank A or raise the pressure therein to the desired degree, the stop-cock 9 may be opened for a time, resulting in the forcing of the gases from the cylinder S into the tank A, to be stored by the closing of the cock g until required for use in restarting the engine.

What I claim as my invention, and desire to secure by Letters Patent, is-- 1. In combination with an explosive-engine, a tank for storing gases under pressure, the valveshaft, and the two independent splines, a starting-valve arranged to admit the compressed gas from said tank to the engine-cylinder, and means carried by a continuously-rotating valve-driving shaft for operating and controlling said valve through the medium of the cam-shaft of the engine, substantially as set forth.

2. The combination with an explosive-engine of the tank A, the starting-valve V, the controller T, the valve-d river shaft D, the two splines 01, h actuated by the cam-shaft, and the threaded sleeve S, mounted to revolve With the valve-driver shaft, as and for the purpose described.

3. The combination with an explosive-engine, of the tank A, the pipe a and cock (1,, the valve V, shaft D, splines d, h, the threaded sleeves S, mounted to revolve with said shaft, and the controller T actuated by said sleeve as and for the purpose described.

4. The combination with an explosive-engine, of the cylinder 0, the tank A, the pipe G, connecting said tank with the cylinder 0, and the check-valve g in said pipe between the tank and cylinder, theimpulse-controller, the valve-driving shaft and the sleeve revolving therewith and cooperating with said controller, and stop-cock g, and splines d, h, substantially as and for the purpose described.

5. The combination with an explosive-engine, of the tank A, pipe a cock a valve V, the valve-cone stem and its spline, pipe 0, connecting with the cylinder 0, the check-valve c, the valve-driving shaft D having splines d and actuated by the engine cam-shaft, the threaded sleeve S, mounted to revolve with said shaft, and the controller T, and cooperating with said sleeve, as and for the purpose described.

6. The combination of an explosive-engine, of the tank A, the pipe a the cock a, the valve V having the valve-cone .22 and stem 11 formed with the spline h, the valve-driving shaft D, actuated by the cam-shaft, and formed with the spline d, the sleeve S,mounted to revolve with said shaft D and formed with the screw-thread s, and the controller T, cooperating with said sleeve and consisting of the retractile rod 1', the lower end of which is in engagement with said screw-thread, arranged and operating substantially in the manner and for the purpose set forth.

FEODOR O. HIRSOH.

Witnesses:

D. W. GARDNER, F. E. RoAcH. 

